Reversible power-transmission mechanism.



0. SMITH.

REVERSIBLE POWER TRANSMISSION MEGHANISM.

APPLICATION FILED 0018, 1910.

1,033,284. Patented July 23, 1912.

2 SHEETS-SHEET 1.

INYEII T00 IVI ZESSES lllllllll l D wn.

coLuMBIA PLANoGRAPI-l co..w^sHlNuTON. D. c.

o. SMITH. Y REVERSIBLE POWER TRANSMISSION MEGHANISM.

APPLIUATION FILED 00T- 8, 1910.

1,033,284. .A Patented July 23, 1912.

2 SHEETS-SHEET 2.

wl Messes: :Nm/Tan f f nr gw I Arrannfr.

OBERLIN SMITH, OF BRIDGETON, NEW JERSEY.

REVERSIBLE POWER-TRANSMISSION MECHANISM.

Specication of Letters Patent.

Patented July 23, 1912.

Application filed October 8, 1910. Serial No. 585,939.

SMITH, a citizen of the United States of America, residing in Bridgeton,in the county of- Cumberland, in the State of New Jersey, have inventeda certain new and useful Improvement in Reversible Power-TransmissionMechanism, of which the following is a true and eXact description,reference being had to the accompanying drawing, which forms a partthereof.

My present invention relates to power transmission mechanisms of thekind in` which the driven shaft is in operat-ion directly coupled to andturns with the driving shaft of a prime mover of the nonreversible type.

As is well known to those skilled in the art there are many prime moverssuch as steam, gas and water turbines, impulse wheels and gas and airengines and some steam engines in which the main driving shaft rotatesin one direction only with respect to the framework ofthe prime mover.In many instances, also, it is highly desirable that the driving shaftof the prime mover and the driven shaft should be directly coupledtogether and it is also desir-able to have the driven shaft rotated inboth directions. This is particularly true in the case of the primemovers driving the propeller shafts of boats and it is a matter ofcommon .knowledge to those skilled in the art that use of such efficientand satisfactory prime movers, as steam turbines and gas engines fordriving' the propeller shafts of large ships, has been greatlyrestricted heretofore because of the inability to reverse the directionof rotation of the propeller shafts by simply reversing the direction ofrotation of such turbines and engines.

The object of the present invention is to provide anefficientarrangement whereby the driven shaft of a power transmissionmechanism may be rotated in either direction by the driving shaftdirectly coupled to it of a non-reversible prime mover. To accomplishthis I provide such a mounting or supporting means for the prime moverthat it may be readily shifted to present either end of its drivingshaft in position to be coupled to the driven shaft, and provide inconjunction therewith a suitable powerful quick acting clutch mechanismof a kind adapted to be brought into action to couple the driving anddriven shafts while said shafts are in relative rotation in eitherdirection, and without imposing an objectionable end pressure on eithershaft.

In the preferred mode of carrying out the invention, I so mount theprime mover that 1t may be rotated relative to a stationary ba'se aboutan aXis perpendicular to and intersecting the aXes of the driving anddriven shafts.

he invention is particularly available for use in driving battleshipsand other large ships by means of steam turbines and gas engines but ofcourse, it is not restricted to such use.

The invention is capable of embodiment in `many diferent'forms andvarious p1 it in its different operative positions.

he various features of novelty which characterize my invention arepointed yout with particularity in the claims annexed to and forming apart of this specification. For a better tion, however, and theadvantages posesse'd by it, reference should be had to the accompanyingdrawings and descriptive matter in which I have illustrated and severalof the forms in which the invention may be embodied.

f the drawings, Figure l is an elevation of a power transmissionmechanism in which the prime mover is a steam turbine and the drivenshaft`is a ships propeller shaft. Fig. 2 is a plan of the apparatusshown in Fig. 1. Fig. 3, is a section taken on the line 3-3 of Fig. l.Fig. 3A is a partial sectional elevat-ion taken similarly to Fig. 3, butillustrating a modication of .the struct-ure shown 1n Fig. 3. Fig. 4 isa detached plan of the turbine rotating means. Fig. 4A is a view similarto Fig. l showing a different apparatus for the same purpose. Fig. 5 isa partial sectiona elevation of the clutch mechanism shown in Figs. land 2, and Fig. 6 is an end Ielevation of a portion of the clutchmechanism. Fig. 7 is a side elevation, and Fig. 8 an end elevation of aprime mover and supporting means therefor differing in form from thoseshown in understanding of the invenllO . is usual in 2 Losanna as shownin Figs. l and 2. rThis comprises a cylinder GS, the piston rod G2 ofwhich passes through the yoke member G7 and is formed with collars G10and G21 on opposite Fig. l. Fig. 9 is an end elevation of prime moverssuch as is shown in Figs. 7 and S arranged in a diiferent form ofsupport.

In the drawings, and referring first to the construction shown in Figs.l to 5 inclusive, sides of the member G7 and stiff spring G12 Arepresents a ships propeller shaft, il the acting between collar G10 andmember G7 to propeller secured to one end thereof and A2 form means forcausing the member GT to one of the housings or supports in which themove generally with the rod GJ while allowshaft is joiirnaled. ing alimited relative movement for a pur- B represents the body or casing ofa steam pose hereinafter described. G13 represents turbine of arelatively short and thick type, the handle of a valve for admittingpressure such as the Curtis, and C represents the fluid to the cylinderGS to move the piston stationary base or support for the body B thereinin one direction or the other as is upon which the latter is mounted toturn desired. To cheek the rotation of the proabout a vertical axisintersecting the lioripeller shaft when uncoupled from the turzontalaxis of the main driving shaft D of bine the clutch collar G2 may haveits rear the turbine. The steam supply pipe E and end arranged to engagea friction surface the exhaust pipe F, in the form shown, are fr formedon the housing n.2 so that when connected to the body D through stuifingthe clutch mechanism is fully retracted the box arrangements, the axesof which are coehrt-eh mechanism by reason of its engageincident withthe axis of rotation of the ment with the Sur-fac@ A3 SG1-Ves 1S l brakebody D relative to its base C. to slow down shaft A.

In the particular form shown iii Figs. l, llilith the particularconstruction shown in 2, 5 and (3, the provisions made for quickly Figs.3 and i the base member C is provide coupling and disconnecting theshaft A to with a horizontal bearing surface C2 and a whichever end ofthe shaft D is presented cylindrical bearing surface C2 engaged by to itcomprises a clutch mechanism G corresponding surfaces of the turbinehousinounted on the shaft S and similar clutch 'lng or body B, A capmember H suitably disks D1 and D2 secured on the opposite ends securedto the base G assists in holding the of the shaft D. The clutchmechanism G body of the turbine on its base. To rotate comprises asleeve G splined on the shaft the turbine about its vertical axis, agear 1, I' and having a cylindrical body port-ion on coaxial with saidaxis and surrounding and which is mounted a sliding collar G2 andsecured to the lower trunnion like portion formed also with a head G3 atthe end 0f of the turbine is received in a suitable recess the body Gladjacent the prime mover. The formed in the base member C. In meshclutch jaws GLl are pivotally mounted in the iith the gear li is a rackel attached to or head and links or struts G5 are provided forming anextension of the piston rod J1 for forcing the gripping ends of the jawsGL projecting from an operating cylinder J 2 inward as hereinafterexplained. The struts lAs shown the cylinder d 2 is located beneath G5each have one end received in a socket and forms a support for thecylinder G8. formed in the tail of the corresponding jaw J2 representsthe handle of a valve mecha- Gt and the other end received in a socketnisin for controlling the admission of presforined in the sleeve G2.Springs GG acting sure fluid to the ends of the cylinder .l2 to betweenthe head GG and the sleeve G2 tend thereby cause the piston within thecylinder to separate the head G2 and the collar G2 to be moved and theturbine rotated about and hold the latter againsta nut threaded itsvertical axis. To insure that the turbine on the end of the sleeve G2.The collar G2 when moved shall be broiight into the posiis grooved toreceive the prongs of a yoke tion in which its shaft is in alinementwith or fork shaped member G7 by which the the propeller shaftsuitableprovisions clutch mechanism is moved axially of the should be made. inthe construction shown shaft A, and the jaws GJX are caused to grip inFi e: these provisions include stops C2 and release the appropriate diskD1 or D2. formed on the member C and projecting into Then the yoke GT ismoved toward the turposition to be engaged by the appropriate bine therelative position of the clutch parts, side of the lug` Il formed in thegear l. as shown in Fig. 5, remains unchanged until To facilitate therotation of the turbine,

the head G3 engages the end of the disk, then further movement of thecollar G2 results in forcing the gripping ends of the jaws G* intoengagement with the periphery wherein the turbine body D rests uponballs of the disk D1 or D2. The gripping ends of l received in a channelor raceway Ct. the jaws G'1 may be lined with wood, iiber, Suitablemeans for quickly and positively .leather or other friction givingmaterial, as clamping the men'iber l-l and taerethrough frictionclutches. the turbine body to the base C may well be To operate theclutch mechanism, a power employed, and in the construction shown intransmission mechanism may be employed., Figs. l to G I have providedmeans for this means may be provided to reduce the frietionalretardation to such movement. One means for this purpose is shown inFig. 3A

propeller shafts together regardless of purpose comprising a bifurcatedsliding member H1 provided with upper wedge surface at H2 whichcooperate with the wedge surfaces of slotted stops C3 carried by thebase. The member H1 bears against an op` posed pair of ears H4 of themember which projects between the stops C3. To slide the member H1 backand forth to thereby clamp member H in place and release it, I mayconnect the member H to the piston rod J1. The spring connection betweenthe rod G9 and the collar GT permits of the necessary relative movementto insure the proper clutch engagement and the proper clamping of themember H to the base. Other means may be usedl in place of the spur andrack gear arrangement for rotat-ing the turbine body shown in Fig. 4 andin Fig. 4A I have shown one form of apparatus in which the mutilatedgear I attached to the turbine body is driven with a worm I10 rotated bya small reversible auxiliary prime mover I.

lVith the construction shown in Figs. l to G inclusive, it will beapparent that the operation of reversing' the direct-ion of rotation ofthe propeller shaft is a simple and easy one which can be carried out ina very small period of time. To accomplish the reversing action it isnecessary only to disconnect the clutch mechanism and, whilemanipulatoiling and like provisions pertaining to the turbine maybemounted on the turbine body be understood of course, that variousgages,

ing which may be employed with a relatively slender and elongatedturbine body such as is employed in the Parsons turbine. In this formthe turbine body B B is provided with horizontally extending trunnionsjournaled which is neither horizontal nor vertical, and in Fig. 9, Ihave illustrated a construction differing from that shown 1n Figs. 7 and8, only in the fact that the axis ofthe trunnions is inclined at anangle of about 450 to t-he vertical. This arrangement may be of specialvalue in ship installations, for instance, in which two turbines of theParsons typel are arranged side by side, as shown in Fig. 9.

While in accordance with the provisions of the statutes I have hereindescribed the best forms of my invention now known to me, it will beapparent to those skilled in the art that many changes in form may bemade without departing from the spirit of my invention, and that certainfeatures of the apaxis through an angle of 18()O and then manipulate theclutch mechanism to couple the propeller shaft to the end of the drivingshaft then presented to it. While it is in general desirable to slowdown the turbine as much as is readily possible during the withadvantage in some cases, without a corresponding use of other features.

Having now described my invention, what c aim as new and desire tosecure by Letters Patent is:

i. A reversible power transmission mechshaft, a prime mover having arevoluble quickly operated to lock the turbine and haft in position tobe coupled to the driven whether or not either the turbine shaft or thepropeller shaft is in rotation, as both ordinarily will be in manycases, the propeller shaft because it is still running under its ownmomentum or because of the motion of the driving shaft and provisionscarried of the ship through the water. While the by the driving shaftand adapted to coparticular clutch mechanism disclosed is not operatewith the provisions at either end of the only one which may be used forthe purthe driving shaft, the coperating provisions pose, it possessesthe characteristics necesincluding a cylindrical bearing surface carsaryfor the full use of the invention, to wit, ried by one of said shaftsand means carried it is quick and powerful in its action and opby theother shaft adapted to bear radially erates without imposing anysubstantial end against said bearing surface.

thrust upon either shaft as 1s the case with 2. A reversible powertransmission mechan ordinary type of friction clutch in which anismcomprising in combination a driven the engaging surfaces are radial orat an shaft, a prime mover having a revoluble acute angle with the axesof the shafts driving shaft and provisions for bodily coupled.Furthermore the clutch mechaturning said prime mover end for endwherenism disclosed may be readily brought into by said driving shaftmay be alined with the action while the shafts being coupled are indriven shaft, with either end of the driving relative rotation in eitherdirection. It will shaft in position to be coupled to the driven shaft,a prime mover clutch mechanism for coupling the driven shaft towhichever end of the driving shaft is presented to it' said lockingmeans and clutch mechanism including a common power actuator.

4. A reversible poiver transmission mechanism comprising in combinationa driven shaft, a prime mover having a revoluble driv- 30 ing shaft andprovisions including a power operated actuator for bodily turning saiprime mover end for end whereby said driving shaft may he alined withthe driven shaft, With either end of the driving shaft in position to becoupled to the driven shaft, and a friction clutch mechanism adapted tocouple said shafts together Without imposing a substantial end thrust oneither shaft.

OBERLN SMITH.

shaft, and a friction clutch mechanism' adapted to couple said shaftstogether comprising a disk at each end of the driving shaft, grippingjaws mounted on the driven shaft, and means for moving said jaws axiallyof the shaft into and out of the plane of the disk carried by theadjacent end of the driving shaftand for moving them radiallyT to gripand release the periphery of said disk.

3. A reversible power transmission mechanism comprising in combination adriven having a revoluble driving shaft, supporting means for the primemover in which the latter is mounted to turn about an axis transverse toand intersecting the axes of said shafts whereby either end of thedriving shaft may be brought into position to be eonpled to the drivenshaft, means for locking said prime mover and supporting means togetherwhen the former is in said coupling position, and

Vitnesses HUGH L. Rnnvns, ANNA A. MoGALLiARD.

may be obtained for five cents each, by addressing the Commissioner ofPatents,

Copies of this patent

